Ington



(No Model.)

. 4Shet's-Sheet 1. G. O. WORTHINGTON.

DIRECT ACTING ENGINE.

Patented Dec. 7, 1886.

N, PETERS. Phum-Limognpher, Washlngiom D. c.

(No Model.)

4 Sheets-Sheet 2. C. 0. WORTHINGTON.

DIRBOT ACTING ENGINE.

No. 354,030. Patented Dec. 7, 1886.

// i M 1a 7 'I I I T I 1) IF] t \f/ l 24 1 25 /9 Y J 7 I 48' 23 1 J a:4.? I I 42 4 4-3 1 HI If W L n! 42 I V Inuenfir: a

N, PETERS. F'huloliihographer, Washington. D. Cv

(No Model.) 4 Sheets-Sheet 3.

G. O. WORTHINGTON.

DIRECT ACTING ENGINE. No. 354,030. Patented Dec. 7, 1886.

4 a e h S h b e e h S 4 N O T G N I H T R 0 W C O (No Model.)

DIRECT ACTING ENGINE.

'No.-354,030'. Patented Dec. 7, 1886.

N PETERS, PlmKo-Ldhognpher. wnmn mn, o. c.

NITEI TATES ATENT Genres.

CHARLES C. XVORTHINGTON, OF IRVINGTON, NEW YORK.

DIRECT-ACTING ENGINE.

E-PECEPICATION forming part of Letters Patent No. 35%,030, datedDecember 7, 1886.

Application filed June 29,1886.

To aZZ whom it may concern.-

Be it known that 1, CHARLES C. WORTH- INGTON, a citizen of the UnitedStates, residing at Irvington, county of \Vestchester, and State of NewYorl ,'have invented certain new and useful Improvements inDirect-Acting Engines, fully described and represented in the followingspecification and the aecompa nying drawings, forming a part of thesame.

This invention relates genera-11y to that class of engines which areknown as direct-acting engines, but more particularly to a duplex engineof this class which is arranged to act vertically and is provided withcompound cylinders.

As a full understanding of the invention can be bestimparted byadetailed description of the organization and operation of an engineembodying the same, all preliminary description will be omitted and afull description given, reference being had to the accompanyingdrawings, in which Figure 1 is a side elevation, certain parts beingshown in section, of the steam end of a vertical compound duplexpumping-engine embodying the present invention. Fig. 2 isa frontelevation of the same, taken on the line x of Fig. 1, certain of theparts beingshown in section. Fig. 3 is a view similar to Fig. 1, certainof the other parts being, however, in section, showing a modifiedorganization of certain of the parts; and Figs. 4 and 5 illustrate othermodifications, which will be hereinafter explained.

Referring to said drawings, it is to be understood that the steam end ofthe engine therein shown consists of four steamcylinders, A B O D, whichare arranged in pairs, and to operate upon the compound principle, thepair A B forming one side and the pair 0 D the other side of the duplexengine. The cylinders for each side of the engine are arrangedvertically and one above the other, the larger or expansion cylinders, BD, being provided with projections 10, by which they are supported uponsuitable beams, 30, above a pit, while the smaller or high-pressurecylinders, A O, are supported upon and a short distance from the upperheads of the larger cylinders.

The cylinders A B and O D are provided with the usual steam-chests, a band c (2, con- Serial No. 206,583. (No model.)

taining ordinary slide-valves (not shown) for controlling the admissionand exhaust of the steam to and from the cylinders. The two valves foreach side of the engine are, in the case shown, connected to a singlevalve-rod, and these rods 13 14 are provided with the usual connections,consisting of arms 11 12, rock-shafts 17 18, arms 16, and rods 20 21,which latter are connected to arms 22 23-, eX- tending from the mainpiston-rods 24 25, these connections being so arranged that the valvesfor each side of the engine are operated by the other in the mannercommon in duplex engines. The valve-rod for each side of the engine may,if preferred, be made in two parts. The pistons of the two cylindersforming each side of the engine are attached to a single rod, and theserods 24 25 pass downward through the lower heads of the largercylinders, B D, and enter the pit, where they are connected directly tothe plungers or pistons of the water end of the engine, which is notshown, but may be of any of the ordinary constructions, and is alsoarranged vertically.

It will be observed from the foregoing that the arms 11 12 for operatingthe valve-rods 13 14 are connected to these rods between thesteam-chests a b and c d, respectively, instead of to extensions of therods passing through the lower ends of the chests Z) d, as is common.

By reason of this arrangement of the connections only one stuffing-boxis requirediu each of the steam-chests, which not only simplifies theconstruction but reduces the friction upon the valve-rods.

In the organization shown in Figs. 1 and 2 the arm 22 23, to which therods 20 21 for operating the valves are connected, are secured to thepiston-rods below the cylinders B D, the rods 20 21 being arranged toextend between the cylinders. This arrangement requires the cylinders AO to be raised only a short distance above the cylinders B D, and as aconsequence the cylinders are connected by tubular bearings 26, throughwhich the piston-rods.2i 25 pass, thus avoiding the necessity ofemploying stuffing-boxes.

In the organization shown in Fig. 3 the arms 22 23, instead of beinglocated below the cylinders B D, are located between the cylinders A Oand B D, and the rods 20 21 are correspondingly shortened. Thisarrangement makes it necessary to raise the cylinders A O a greaterdistance from the cylinders B D. Except in these particulars, theorganization shown in Fig. 3 is substantially the same as that shown inFigs. 1 and 2.

The steam is admitted to the steam chests a 0 through the induction-pipe50, and after performing its work in cylinders A C is exhausted throughthe pipes 51, and passes either directly or through a tank into thesteam-chests b d, from which it passes to the cylinders B'D, in which itacts expansively, after which it is exhausted through the pipes 52 andpasses to the condenser or to the open air. This manner of using thesteam is common in compound engines, and will be readily understood bythose familiar with this class of engines.

In a direct-acting engine in which there is nofly-wheel or other heavymoving part provided for the purpose of storing up and equalizing thepower, it is necessary, in order to prevent the engine from actingspasmodically, not only that the power developed by the engine should beuniform, or nearly so, through c the entire length of the stroke, butalso that it should be the same upon the strokes in each direct-ion. Itis therefore necessary, in the case of a vertical engine of'this class,to provide means for balancing or counteracting the weight of thesteam-pistons, the. piston-rods, and the pump-plungers, as otherwise thepower developed by the engine would be greater upon the downstrokesthanupon the upstrokes-that is to say, upon the downstrokes the powerdeveloped would be equal to the pressure of the steam plus the weight ofthe steam piston or pistons, the piston-rod, and the pump-plunger, whileupon the upstrokes the power developed would be equal to the pressure ofthe steam minus the weight of these parts, and this ,would cause theengine to act spasmodically. To overcome this the piston-rods 24 25 areeach provided below their cylinders B D with one or more auxiliarypistons or plungers, 48 49, which work in auxiliary cylinders 46 47, andare arranged to act in opposition to the main steam-pistons during theirdownstrokes and in conjunction with them during their upstrokes. Asshown in Figs. 1, 2, and 3, each of the pi ston-rods 24 25 is providedwith two of the auxiliary pistons or plungers,which arelocated uponopposite sides of the rods and are connected to the rods bycross-heads44 45. from which crossheads also extend the arms 22 23,which operatethe rods 20 21.

The auxiliary cylinders 46 47 are supported upon beams 43,which extendacross the pit below the steam-cylinders, and are connected at theirlower ends by a pipe, 42, and branches 41 with a tank or reservoir,.53,which is partly filled with a liquid-such as water or oilwhich liquidalso fills the pipes 42 41 and the cylinders 46 47 below the plungers.The liquid in the tank 53 is maintained at the proper pressure in anysuitable or convenient manner. This may be accomplished in several Ways.As shown in Figs. 1 and 3, the tank 53 is connected by a pipe, 40, withthe steampipe 50, so that the liquid in the tank 53 is Subjected to thesteam-pressure. The tank 53 may, however, communicate with theairchamber of the pump; or the tank 53 may be supplied with air underpressure by a suitable air-compressor operated by the engine orotherwise. In any of these cases the pressure upon the surface of theliquid in the tank 53 simply amounts to so much weight, and from this itfollows that the tank may be in the form ofa cylinder, as shown in Fig.5, and be provided with a plunger or piston, as 54, which acts upon thesurface of the liquid. In this case the plunger 54 may be acted onbyliquid or fluid pressure, or may be provided with suitable weights, as55, and will form an accumulator for maintaining the liquid under theproper pressure.

The plungers or pistons 48 49 are of such size that when the normalpressure exists in the tank 53 or upon the liquid which acts upontheplungers the upward pressure upon the plungers will be sufficient orabout sufficient to overcome the weight of the steampistons, thepiston-rods, and the plungers or pistons of the; pump. From this itresults that upon the downward strokes the resistance offered by theplungers equals the weight of the steam-pistons, &c., and reduces thepower developed by the engine, while upon the upward. strokes theassistance afforded by these plungers equals the weight of thesteampistons, &c., and increases the power developed by the engine, thusmaking the power developed by the engine upon the up and down strokesequal or practically equal.

It will of course be seen that it is not necessary that there should betwo of the cylinders 46 47 and plungers 48 49 for each side of the'engine. In Fig. 4 an arrangement is shown in which only one cylinderand plunger are employed. In this case the single plungers are formed byan enlargement of the pistourods When the pressure in the tank 53 isdirect steam-pressure, there will of course be more or less condensationin the tank, which will add to the water in the tank. fore, it will bedesirable to provide the tank with an overflow-pipe, as 39, whichcommunicates with a steam trap, 56, and by which the water, when itrises above a certain height in the tank, is drawn off and discharged.order to regulate the pressure in the tank 53, the pipe 40 may beprovided with a cock or valve, as 3 which is controlled by an ordinaryprcssure-regulator, as 57. By this means the pressure in the tank canreadily be maintained at any desired point below that in the pipe 50.\Vhen the accumulator is employed, as in Fig. 5, the pressure upon thepistons or plungers 48 49 can readily be varied and regu- In such case,there.

ICO

' opened.

lated by adding or removing one or more of the weights 55.

In the organization shown in Figs. 1, 2, and 3 the cylinders 46 47 andplungers 48 49 also perform another important function in connectionwith an engine organized in the manner shown in the presentcase. It willreadily be seen that in an engine thus organized the only practical wayto obtain access to the cylinders B D is by removing the lower heads ofthe cylinders, and it will readily be understood that this, particularlyin the case of a large engine, would be an extremely diliticultoperation.

It will be observed that the cross-heads 44 45 are secured to the rods24 25 by keys 19, which can,when desired, be removed, so as to allow thecross-heads to slide freely along the rods. It will also be observedthat the plungers 48 49 and cylinders 46 47 are of such length that whenthe cross-heads are allowed to slide freely along the piston-rods they(the cross-heads) can be allowed to move upward until they are arrestedby the stuffing-boxes on the cylinder-heads. \Vhen, therefore, itisdesired to remove a cylinder-head, the key 19 is removed. The pressurein the tank 53 will then move the plungers upward until the cross-head44 or 45 rests against the stuffing box in the cylinder-head. The valveor gate 31 is then closed, so as to hold the plungers and cross'head inthis position. The bolts of the cylinder-head can then be removedwithout danger of the head falling from its place. By then opening thecock or valve 29 the liquid will be drawn slowly out of the cylinders,thus allowing the plungers to move slowly downward and lower the headaway from the cylinderand give aecessto its interior. WVhen the head isto be restored to position,the cork or valve 29 is closed and the valveor gate 31 The pressure in the tank 53 will then raise the plungers andcarry the head back to position to be bolted to the cylinder.

The proper amount of liquid can be maintained in the tank 53 by means ofa small force-pump, or in any other suitable manner.

Although the improvements constituting the present invention are hereinshown as embodied in a duplex engine, it will readily be seen that theyare for the most part equally ap plicable to single engines, and alsothat certain of the improvements are equally applicable to engines whichdo not use the compound cylinders.

\Vhat I claim :is

1. The combination, with the two cylinders, steam-chests, and valves ofa compound engine, of connections for operating said valves, which areconnected to the main piston-rod between said cylinders and to the valverod or rods between said steam-chest, substantially as described.

2. The combination, with the cylinders, steam-chests, and valves of acompound duplex engine, of the rock-shafts 17 18, each connected to thevalve-rod of one side of the engine between the steam-chests and to themain piston-rod of the opposite side of the engine, substantially asdescribed.

3. The combination, with a vertical engine, of one or more cylinders, as46 47, and pistons or plungers, as .48 49, which are supplied with aliquid under pressure and are arranged to act in opposition to the mainpiston or pistons during the downstroke ot' the latter and inconjunction therewith during the upstroke, substantially as described.

4. The combination, with a pumping-engine in which the pump rod or rodsis or are vertical or substantially vertical, of one or more auxiliarycylinders and pistons or plungers, as 46 47 48 49, which are suppliedwith a liquid under the pressure of a gas, and are arranged to act inopposition to the main piston or pistons or plunger or plungers duringthe downstroke of the latter and in conjunction therewith during theupstroke, substan-- tiall y as described.

5. The combination, with a vertical directacting engine, of one or moreauxiliary cylinders which are located below the main cylinder orcylinders and have apiston or pistons or plunger or plungers which is orare connected to a cross-head which is detachably connected to the mainp1ston-rod, substantially as and for the purpose set forth.

6. The combination, With the main pistonrod of a vertical engine, of oneor more auxiliary cylinders and pistons or plungers, the pipe 42, andtank 53, containing a liquid, connections between said tank and a steamsupply, and a steam-trap for withdrawing the surplus liquid from thetank, substantially as described. i

7. The combination, with a vertical directacting engine, of one or moreauxiliary cylinders located below the main steam cylinder or cylinders,and having a piston or pistons or plunger or plungers which is orareconnected to a cross-head which is detachably connected to the mainpiston-rod, and the cooks or valves 31 29. substantially as described.

8. The combination, with a vertical engine, of one or more auxiliarycylinders, as 46 or 47, having a piston or pistons or plunger orplungers which is or are arranged to act in opposition to the mainpiston or pistons during the downstroke of the latter and in conjunctiontherewith during the upstroke, and an automatic pressure-regulator, 57,tor regulating the power exerted by the auxiliary piston or pistons orplunger or plungers, substantially as described.

In testimony whereof I have hereunto set my hand in the presence of twosubscribing witnesses.

CHAS. U. \VORTHINGTON.

Witnesses:

T. H. PALMER, G130. H. GRAHAM.

